Enduro360.com » Tested & Tortured

2012 Gas Gas EC300 Race – First Test

Chilly — Sun, 13 May 2012 17:37:36 +0000

2012 Gas Gas EC300 Race – First Ride

The New Gas Gas is here! In the USA, this model is known as the XC300. We are testing the kickstart version.

Depending on where you stand, people consider these Spanish made motorcycles as either an enigma or a well kept secret. You do not see them every day. However, in some parts of the country, they have long been a staple of the enduro racing scene.

Among the converts, the Gassers have been praised for their excellent handling, particularly in tight conditions. The motors have always been a nice balance between gentle trail manners and full race screamer.

The downside has been that, at times, the overall build quality has been a notch lower than some of the other European competition. They have been good machines for riders who appreciate careful maintenance and attention to detail. With such care, they can be very dependable, as potential issues are nipped in the bud.

For 2012, we have an entirely new bike from the Girona factory. The frame and subframe have been rethought. Here are the highlights:

New steel perimeter frame
New plastic subframe
New larger fuel tank
Redesigned bodywork
New lighting with H4 bulb headlight, LED taillight and braced rear fender
Redesigned foot peg positions
48 mm Marzocchi closed cartridge fork with PFP valve
Ohlins shock
New design brake pedal
Beefy plastic skid plate
New airbox design
Removal of reed spacer on 300cc models
New plastic side cover to increase oil flow to clutch
New Magura Hyd clutch unit
New design shock linkage

Here are some of the features that carry over, similar to the 2011 EC300 Six Days that we tested last year:

Motor remains basically the same
Galfer Brake Rotors
Nissin Brakes
Air filter (but with redesigned 3 pin cage)
Talon Sprockets
Stainless steel exhaust
FMF Q silencer
Renthal Twin wall bars
Machined fork clamps

Ride Impression

I have put three days of riding on the new 300, in three different locations. Total ride time is 6 hours. (I have decided that Enduro360 will now include “hours ridden” in all tests to give you more information to judge the testing process). Our locations were, one day of mountain single-track terrain and two days of motocross. One day of moto was at traditional vet track and the other at a big natural terrain GP style course.

This is easily the best Gasser ever! It still feels very much like a Gas Gas. It has the same distinct qualities that the Spanish line has always favored. It is perhaps a little more stable feeling than the old bike. If I had to talk about it in terms of direction, I say the new bike is more focused as a racer.

Frame

The general layout of the new frame feels a little larger. Honestly, the ergonomics seem to mimic the current KTM models very closely. That means it gets a thumbs up from me. Adding to the positive feel is the new foot peg position. The pegs are now slightly lower and rearward from the old design. That should eliminate all complaints about difficult shifting. The brake pedal now snakes behind the frame rail, it should be much less susceptible to damage than the old design.

From the first couple of rides, I would have to rate the overall frame character as “aggressive”. The harder you use it, the better it works. Initially it feels stiff, but as the pace increases, the whole bike starts to feel better. Interestingly, Gas Gas has eliminated the traditional head stay. So they must have plenty of confidence in the strength of the frame.

Suspension

The 48mm closed cartridge Marzocchi fork is new to me. Like the frame, it started very stiff. The action gets smoother each ride. One of the unique characteristics of the fork is the PFP valve. The overall cartridge design is similar to a Showa fork, using a small secondary spring in the closed chamber. The PFP valve is an external preload adjuster for this secondary spring. I have just started to play with the adjustments, so I still have plenty of testing to do to figure out the range of performance.

In general, the fork feels similar to some of the early generation WP twin chambers. The overall performance is good, but it has a couple of rough points. At times, it lacks a supple feel in technical terrain. Like it is just a little hard to get the fork moving, but once it does, the feel is good. On the biggest hits, it can blow through the stroke and bottom hard. I suspect it could use a little more oil.

It worked best on the natural terrain motocross track, but that was also the third day of riding, so I attribute some of this to break in. It is sprung very light, with .42 springs. Technically, it should be excessively light for my 200lb weight, but I am getting along with it well. Once I got the track dialed in to where I could clear most of the jumps, it worked great.

In one section, the whoops would end into the face of a jump. This was goofy because the track was being run backwards, so some of the layout was not right. If I came out of the whoops and hit the jump face wrong, the fork could bottom very hard. However, I also had the same issue with the other bike I tested that day also.

The Ohlins shock is great. There are no negative issues that I can find. Again, with a 5.2 spring, it is set up very light. But I have just added a bit more preload to get the ride height in the ballpark. I have not had any bottoming issues and it feels very controlled on the track. As for the new design linkage, I really do not notice anything specific, it just works.

Overall, I think the suspension is on the right track. I plan to race the 300 next weekend and I feel very confident that it will do just fine for me. Like the chassis, it seems to work better as the pace increases, it feels like a race bike.

Motor

For those who have never ridden the Gas Gas, I have to class the motor as something between an enduro bike and motocrosser. It is happy to chug along as a 300 should. But it really comes alive in the mid to upper reaches of the powerband. For this test, we had the opportunity to run it side by side with a 2012 KTM 300xcw, so make sure and look at that link for our quick comparison.

While the basic motor package has seen minor changes over the last few years, overall it remains very much the same. It is a good basic design and probably does not need to change. It still can run with the best of them.

The bikes have featured an ignition map switch for a number of years. This is the first year that I can really tell a significant difference between the high and low settings. The “cloudy” setting is richer, the “sunshine” is the leaner, more aggressive setting.

On one of the ride days, I had another tester along. He is a Baja class champion desert rider who only rides Hondas, typically a 450x model. This is not kind of rider who I would expect to adapt quickly to the Gasser. After we made a few suspension adjustments and got some ride time in, his comment was “let’s go race this thing at a gran prix!” Like any good two stroke, there is plenty of fun factor when riding the Gas Gas.

This year sees the change from the AJP Hydraulic clutch to the Magura unit. I always liked the AJP for its light pull. But the lever was always goofy to adjust, it sort of flapped in the wind. I think the new Magura has a little better overall feel, so I like it.

Details

Overall the general feel of the Gasser is one of quality. Bars, levers, grips, sidestand, everywhere things look and feel right. The Galfer/Nissin brake package is stellar, right on par with the best. Rear brake feel is a little more progressive than the Brembos, providing great control.

If there has ever been one consistent knock against the Gas Gas bikes, it’s that some of the details don’t get the attention they deserve. For 2012, we get a little bit of both sides of the coin.

The plastic and shrouds are redesigned. They are more complex than before. The good part is that my boots no longer catch on the shrouds. They do still rub hard against a couple of areas, but the shrouds are much better than the old style. The real issue with the shrouds is that they only push fit, via rubber grommet, into the radiators. There is no bolt. In heavy brush or trees, these can come loose and leave the plastic and radiator flapping in the breeze. I think radiator guards are mandatory for this model. I would probably find some other fix to help keep things together. Back when I raced these, we would drill a hole in the plastic male end and use a hitch pin to keep it fixed into the grommet.

Other issues include the silencer rubbing against the rear wheel and a small leak from the plastic clutch cover. The silencer needs another spacer added to the mount and the clutch cover probably needs a different style gasket.

Overall

The strongest impression that the 2012 Gas Gas 300 leaves me with is this: It makes me want to go riding. I want to go out and ride it right now. I am ready to go race it next weekend. There are a couple of things I could nitpick about, but for the most part, they do not intrude on the ride experience. This is one fun bike to ride.

So stay tuned as we rack up as many miles as possible over the next few months on the 2012 Gas Gas XC300. It promises lots of fun; let’s see if it can deliver.

Helmet Review

Chilly — Tue, 10 Apr 2012 16:14:50 +0000

AFX fx-39 Adventure Bike Helmet Review

We review the latest version of the AFX ADV/Dual Sport lid

2012 Husqvarna TE511 Review

Chilly — Thu, 05 Apr 2012 17:59:47 +0000

2012 Husqvarna TE511 Test

The Status Report

I have had the big Husky dual sport bike for a while now and I have put many miles on it. I have been out riding the bike every chance I can get. Now usually, this means that I am having lots of fun with a test bike. But, in this case, it is as much a matter of me hoping that the light bulb will finally go off and I can “get it”. I am having some trouble getting into the same groove as the Husqvarna.

You may have noticed that I am way over due for writing the first ride report on the TE. The problem is that I have been stumped on quite where to begin talking about the bike. More than once I have sat down to organize my thoughts only to decide to head out for one more ride hoping it will become clearer.

Therefore, there is no “first ride” report. This is more of an intermediate status report. The primary reason for this is that I just could not find a whole lot of positive points to give the Husky in showroom stock condition. For that matter, I didn’t even truly receive the bike in stock condition, the evaporative recovery system had already been removed and the “power up” plug had been installed.

Let me back up just a bit here and lay down some groundwork. I have been doing plenty dual sport riding lately. Much of the riding that I do in Baja would really be classified as dual sport. We have to ride plenty of tarmac when traveling down in Mexico. I regularly rack up a couple of thousand miles a year riding knobbies on the pavement.

During the years I was working guiding tours, I would always ride the oldest most clapped out bike in the garage, typically old XR’s. I have racked up lots of miles and I am not all that picky about the bikes, I have had to ride lots of junk.

I take dual sporting seriously. That means when the bike goes somewhere, it does so with wheels on the pavement, not in the back of a truck. My idea with the TE511 was to put it into this context and see how good it would perform. The former BMW model has not set the world on fire as a race bike, but that does not have to be the mission of every bike either.

I realized that this project was going to be more of a challenge than expected before I even hit the last stop light heading out of town. The stock TE511 has some glaring issues standing in the way of it being a great bike for the street. So let me break it down for you.

Motor

Let’s face it, this is a motorcycle that was built around a motor, a motor that BMW peddled off to Husky. That would all be fine if it was really an outstanding package, but I just have a hard time getting very excited about it.

First of all the damn thing vibrates. The first two hundred miles were the most miserable I have ever had on a motorcycle. To my great relief, the vibes have calmed way down since then. I am at about 900 miles right now and the motor gets a little smoother and more powerful with each ride. Nevertheless, it still vibrates more than any contemporary motor that I can think of. It has improved from; terrible, to just mildly annoying. But honestly, If I had purchased this bike, I would have been back to the dealer a number of times complaining about the situation.

Now if you had a motor that vibrated, you would probably want to do everything else possible to mitigate the situation, right? The next real issue with the TE line is the close ratio motocross transmission. It is the TC transmission with a sixth gear added. First gear is just a little tall. Third through fifth are impossibly close and sixth is not nearly tall enough for the road. To give some comparison, sixth gear is just a fraction taller than the KTM EXC fifth gear. If you recall, I felt that the EXC transmission ratios were too close for ideal pavement riding. It sort of reminds me of racing my old 250 two stroke in Baja last year, no matter how many times I try up-shifting, there are just no more gears.

The Husky comes stock with 15/51 gearing. This will yield a comfortable highway cruising speed of 54mph. Yes, it will go much faster. Yet if you are setting out to do a highway stint, shift through the gears and hit a comfortable pace, this is where it falls. The bike feels like it is going much faster than that, turn up the throttle and the vibes really intrude. On one trip out to the desert, after about 50 minutes of pavement I arrived at the first dirt section of the day. I actually had to stop and take a short brake because my hands were too numb to handle the controls in the dirt.

Changing the gearing helps a little. In the front, the stock 15t countershaft is all there is. Besides, you really don’t want to change the countershaft until necessary. I have watched the video on YouTube a couple of times and I know it is not that difficult, but it requires removing the chain, swingarm and bottom shock bolt, so I don’t plan to attempt it. Going to a 48t sprocket in the rear is better, but it only gets the cruising speed up to about 60mph. Anything taller will require cutting the chain and will make the gearing too tall for serious trail work.

Shall I go on? After logging a couple of days of riding time on the stock bike I was really struck by the fact that it just didn’t have very much power. Throttle response was also very sluggish. I called FMF and had them send a full system with the Power Bomb header and Q silencer. That was an immediate improvement.

In my riding time since then, the motor seems stronger every ride. That must be a good sign. This past weekend I went on an organized ride in Tecate on all kinds of super technical trails. In many places, the motor was actually fun to ride. It now displays lots of low-end grunt. It is very old school feeling, slow to rev, always shaking just a bit and has tons of compression braking, but on the trail that is not so bad.

It gets super good traction, particularly when the going gets bad. However, this is hampered by a tendency to stall. In the worst terrain, it takes a constant finger on the clutch lever to help keep the revs up just a bit. You don’t dare hit a big rock or climb in a tall gear for fear of the bike dying at the worst possible moment.

Riding in Tecate I had plenty of time to give the clutch a thorough work out. The combination of super technical trail, slightly tall gearing and my fear of stalling meant my fingers were getting a big workout from all the clutch work. At one point, I could just start to hear a little noise out of the clutch side of the motor and the lever got a tad soft. But once I was out moving again this all went away quickly and I had no other fuss from the clutch. The cooling fan comes on regularly, but never overheats.

Considering that this was all on black diamond level trails, the 511 motor handled itself pretty well. The motor certainly has its moments. On trails where you can get a rhythm going in second or third gear, it is a hoot. There is plenty of power on tap to scoot from corner to corner. Roll on is smooth and predictable and the FMF exhaust gives it a nice sound.

Overall, the TE511 runs very well. It starts easy, hot or cold. It has a very regular idle and is not affected by weather or altitude. It was only from riding it on AA level trails that it showed any sign of stalling or flame outs. I am glad I stuck with it. If I had not invested the time to rack up well over 500 miles on the bike I would not have gotten past the initial break in point where the performance started to shine through. But, if your riding plan includes plenty of time on the pavement, this motor is going to feel handicapped.

Page 2 >

Now Testing- 2012 Husqvarna TE511

Chilly — Sat, 25 Feb 2012 18:21:00 +0000

We Finally Have A Husky

Enduro360 test the 2012 Husqvarna TE511

The 2012 Husqvarna TE511 Review: Well, I am hard at working getting to know the new Husky. By the time I am done, I will know all there is to know about the big 511. I already have a little over 500 miles on it. Funny, because the bike I am riding had less than 100 on it when I picked it up. I say that because it had apparently been tested by another media group before it came to me.

I got a call from Nate Scott of Bullet Proof Designs. He was coming out to San Diego to get a little mid winter break and wanted to hook up for some riding. I spent yesterday showing Nate and his buddy Jason some of the better DS areas around San Diego County. We had a great time riding and it provided a good chance to ride the 511 against some different bikes. Nate says Bullet Proof Designs has some cool radiator guards for the 449/511 that he will send out to test.

So stay tuned. I am still working on a few details. I have a call into Husky about a couple of things that I have encountered. I should have the first ride details together by the end of next week.

2012 KTM 500EXC Review

Chilly — Wed, 15 Feb 2012 21:08:18 +0000

Beyond The Horizon

2012 KTM 500EXC

Testing the 2012 KTM 500EXC

I think many of you already know that I am currently testing and racing a 2012 KTM 500xc-w. I promise the report on that is coming soon. I am testing some new parts and set up options on it, so be patient. In the meanwhile, the opportunity came up to ride the EXC, the street legal version of the same bike, so I jumped at it and am ready to share that experience.

As I had already tested both the 500 and 450 already, I wondered if I would find much new to talk about here. As it turns out, I have lots of new thoughts and insight. My problem is more one of having to get my thoughts all in order so I can pass them on.

Let’s start with a quick recap. The all new 2012 500 has the latest single cam motor, fuel injection, PDS rear suspension, 48mm WP open chamber forks and an all new frame. The wheel and controls are standard KTM components, but beyond that, it is mostly an all-new platform.

A look at the spec sheet shows that the EXC and XC-W are practically the same bikes. The dual sport EXC just comes with all the required equipment to make it street legal; lights, switch gear, mirrors and additional emissions equipment. The fuel injection map is also slightly different. That means that it is leaner at a couple of specific rpm ranges.

So does that mean that the EXC is a detuned version of the XC-W? Well yes and no, technically it is a little leaner and that should equate to less power. Yet in real world riding, I cannot tell any significant difference between the two bikes. Riding them back to back, they feel like the exact same motorcycle. KTM has really done their homework on this one.

If we consider the role of the EXC as ranging from dual sport to serious trail bike, it is almost suited to the role better than the XC-W. The suspension settings are the same on both bikes. The great thing about the EXC is that it feels completely at home on the tarmac. The suspension gives a super smooth ride. In the dirt, it feels just as at home for anything short of full race pace. It suits my weight better than the 350EXC that I previously tested.

I am always critical about the fact that I think a dual sport bike should feel at home on the street. I don’t want it to feel like a race track refuge. The 500 hits the mark amazingly well. I was struck by the fact that there is not driveline lash. It shifts smooth. The clutch engagement is equally smooth. There is none of the chain slap that can be so common on short stroke motors. It is just a nice enjoyable ride.

The 500 motor makes street time something to enjoy rather than dread. In the stock configuration, it runs very well. The throttle response is particularly good. Factor in the super light clutch and throttle pull and it makes most other bikes feel brutish by comparison.

The motor runs like a really well tuned 450. That is to say, that because of the emissions and exhaust, it does not really pump out true big bore power. Equally, it has no “plugged up” feel either. It just runs very nice. It also has the handling personality of a 450, nice and light.

The wide range of power that the motor churns out does highlight what I find as one of the few shortcomings of the EXC. The gear ratios of the six-speed transmission are much shorter than necessary. With 14/48 gearing, the 500 hits sixth gear quickly on the road. When I tested the 350EXC, this was not so obvious because the close ratios helped keep the little bike right in the sweet spot of the rev range. The bigger 500 could easily pull much wider gearing.

Let’s get the rest of the nit picking out of the way now too. I would like to see a better headlight. The KTM odometer could use some updating for street use. It has many functions but is difficult of use any of them while riding. For a dual sport bike, I would really like to see a heat shield for the exhaust header.

Have I ever mentioned that KTM seats are uncomfortable? I have my own Seat Concepts set up that I mount to all the orange bikes, love it. That is about it for complaints. I did not break anything on the bike. The lights, turn signals and license plate mount all held up fine to my abuse.

So may as well come out and say it. I love this bike. Riding down the road I was thinking, “if I could only own one motorcycle, this is what I would want it to be like”. It makes you want to go out and ride. It feels like a package, not a collection of components. The R&D work that KTM does in the states really pays off.

In showroom stock condition it runs just fine and is super versatile. Take off the lights and it is every bit as off road worthy as the XC-W. Do some suspension work and add an exhaust and it could be a full race bike. If you want to go a different direction, add a tank and some kind of cool fairing and it could be the ultimate lightweight, rally replica, ADV bike. Are you listening KTM?

I almost feel a little embarrassed gushing about this bike. But, it is pretty damn good. KTM has raised the bar in a way that is going to have everyone else on their heels playing catch up for a while. Dual purpose has always equated to compromise. A bike is either better suited to the street or dirt, it cannot possibly be equal at both. Nevertheless, here it is in living color.

Read More, check out these links:

A Second Opinion

500 Photo Gallery

Video Review

2012 500EXC Specifications

2012 KTM 450XC-W Review

Chilly — Fri, 16 Dec 2011 02:40:25 +0000

2012 KTM 450XC-W Test

Ivan Ramirez tests 2012 KTM 450XC-W

If you are just joining us, get up to speed first by watching:

2012 KTM 450XC-W First Look

Head Of The Class

Well we continue the march through the ’12 KTM line and this time it is the venerable 450 enduro model. Why so much KTM on Enduro360 you ask? Because it is the only thing I can get right now. Try as I may, other brands seem very scarce to me right now.

When I say venerable, I am talking as much about the class as the bike. When it comes to off road dirt bikes, 450’s are king. Anything smaller could leave you wanting more and most bigger bikes bring a larger feel that out-weighs the difference on the scales. 450s are the “it” bike of the generation. As a manufacturer, if you don’t have a great 450, then you are just another face in the crowd.

KTM practically invented the class. They certainly dominated it for many years. Heck a brand new 2007 450xc would probably fair well in a class shootout today. It was the best bike then and the competition has not advanced much in the meanwhile. Yet, KTM did struggle for a couple of years also. Not to dwell on the 2008 and newer models, but when KTM wouldn’t race their own xc-w off road line up, that was more telling than anything else.

So would it be a surprise to anyone if they came out swinging with a vengeance in 2012? Unless you have been living under a rock, you probably already know that this is a completely new machine. Here is a quick review of the specs:

All new single cam motor with single oil
Keihin fuel injection
All new diaphragm clutch with Brembo hydraulics
Six speed transmission
Electric and kick start
All new PDS frame
WP 48mm open chamber fork
9.5 litre clear tank

Those of course those are just the highlights. For a full review, take a look at:

2012 KTM 450XC-W specifications

Riding Impressions

The very first impression of the new bike is the size. It is small. It appears compact and very purposeful. As with all KTM’s it looks completely ready to go. Start looking around for things that need to be changed or added and not much comes to mind. Handguards, bars, grips and even the tires are all up to the task. A plastic skid plate from the Hard Equipment catalog is about the only thing missing.

Like all the EFI bikes, it fires up quickly. The exhaust note is nice and quiet. When I headed out to the local enduro the 450 went through sound test at 88db. That is probably not an absolutely accurate measurement, never the less the bike is very quiet.

The first mile of riding is an experience of absorbing all the initial impressions. The throttle pull on the EFI bikes is ultra light. It might take a couple of rides to become accustomed to. The hydraulic clutch pull is equally light. The transmission shifts smoothly. One of my testers complained of a little vibration, but it wasn’t really noticeable to me. The whole bike feels narrow and light.

The immediate reaction to the motor is all positive. I think of it as having a chameleon personality. Whatever the task, it seems suited to the occasion. It is just as happy to plunk along on the trail as it is in full race mode. It will chug along, but it will also rev and make power all the way to rev limiter. Engine response is quick with the fuel injection. There is great connection between the throttle and the rear wheel.

Once I was ready to really unleash the motor some, I ran into a different snag. As I have mentioned before, the 2012 suspension settings are just way too soft for me. The fork is a particular challenge. I had a couple of scary moments out in the desert on it right off. On certain low speed impacts, such as a G-out, it can quickly blow through the travel. Yet, as I was dead set on racing the 450, I went to work to see if I could improve the set up with just some basic adjustments.

Initially I went stiffer on all the settings, adding preload and compression to the open chamber fork. I only made moderate progress. Next, I added 10mm to the oil height and that made a huge change. Now the bottoming resistance was suitable for moderate racing. Overall it was a compromise set up that did make the bike a little harsh on high speed hits, but safe enough to race. Obviously stiffer springs are the long-term solution.

In the rear, I had to add a couple of turns of preload to the shock to get it rideable for my 200lb weight. Along with adding compression, I also had to slow down the rebound to account for the extra preload tension on the spring. Again, I now had a set up that I could race. I knew the ride height and balance were still a little off. The extra rebound dampening would cause the shock to pack up in some situations, but it didn’t hamper me very much.

Race Test

To complete my race preparations I added my two personal preference items; the Flexx bars and Fastway steering

Bullet Proof Designs swingarm guard

stabilizer. The only other addition was the Bullet Proof Designs chain guide protector. The mounting tabs for the current swingarm are fragile and benefit from the added bracing. If you look close, you will find this part on the factory off-road race bikes.

The next race on the schedule was the District 37 Training Wheels enduro. I had been riding the 350xc-f for the first part of the season, so it was going to be interesting to see how the bikes compared in race conditions. Would I be faster or slower?

As it turned out, I finished the day just right where I normally do, just a bit behind the “real” fast guys. The results had me at 7^th overall. A good day and the bike was a joy to ride. Next time out at the RHR enduro I came in 5^th overall. Had I not burned a check I could have been looking at finishing a couple of spots better.

In race conditions, it is thumbs up all around. The added torque of the 450 makes some of the more difficult sections easier to ride. It isn’t really any faster than the 350XC-F, but does so with less work. The 350XC-F still gets the nod for razor like handling. It practically encourages recklessness, as it never gets completely out of control. Overall, they are almost a wash, each having strong points. I probably have to go with the 450 for the simple reason that it is less tiring to ride.

Keep in mind that I am talking about racing the 450xc-w in stock condition, putting out under 90 decibels. I suspect that with some very mild tuning, there is far more performance waiting to come out of the single cam motor. This IS the Dungey motor. I hear that development on factory SX bike has it up over 60 horsepower.

About this point in my testing, the little bell started going off in my brain. If you follow my blog much, you know what a fan I am of the RFS bikes. I know some will argue, but they have been such great all purpose motorcycles, that I have clung to them. Every time I test a new bike I have one basic premise, will this be the one? Is this going to be the bike that makes me forget about the aging KTM’s in my garage? It sounds like a simple enough goal. Yet one bike is too racy, one is too heavy, one will not hold enough fuel and the list goes on. You can understand the logic. Why leave a good bike for one that isn’t clearly better on all accounts?

The scorecard for the 2012 450xc-w is looking very strong.

Motor strong and fun for any type of riding
Nice handling chassis with latest version of PDS shock
Excellent fuel mileage, 45mpg trail riding, 100 mile stock range
Oversize fuel tank, no problem
200 watt stator provides plenty of power for lights and accessories
Versatile six speed transmission, no gaps
Decent stock lighting for trail riding, easy to upgrade
Stock fan, runs cool
Good instruments with odo, speed, hour meter, trip meter
Easy to dual sport, or better yet just buy the street legal EXC version

As you can see, there are not many things left on the wish list. For longer range riding, I would probably want a tank and a better seat. As with any KTM, you know there will be plenty of aftermarket support for the model. KTM’s entire full size bike line will be based around this new motor, SX-F, XC-F, XC-W and EXC, so I figure they have lots of confidence in it. Let’s hope it earns a reputation for quality to match the RFS predecessors.

There are a couple of other topics that I would like to talk about:

EFI Fuel Mapping- the stock ECU has a fixed program. That is to say, the box is locked and does not have access to the three programs like the XC-F models do. This is to meet new regulations for green sticker bikes. There will be plenty of aftermarket ways to use alternate fuel mapping. In my experience so far, I have ridden the 350, 450 and 500. All of these bikes run very well in the stock mode. For most riders I do not see much reason to change the mapping.

Fuel Injection Issues – There is lots of talk online about fuel injection problems, presumably arising from clogged filters or injectors. Year to date I have logged close to 80 hours on KTM FI bikes. I have had no problems with fuel delivery, or anything else for that matter. My riding was spread over four different bikes, with the 2011 350XC-F racking up the most hours.

So there you have it. As for testing so far, I have to give the 2012 KTM 450XC-W top marks. I suspect everyone else in the class is going to be playing catch up for the next couple of years.

-------Photo Gallery Link------

Additional Reading: 2012 KTM 450XC-W Owner’s Manual

Jake Argubright Talks Flexx Bars

Chilly — Thu, 15 Dec 2011 22:52:07 +0000

Add a Little Flexx to Your Life!

Jake Argubright talks about his Flexx Bars

By: Jacob Argubright

For the last year or so, Cole Townsend from Fasst Co. has been bugging my dad and I to try the Flexx Bars. All I have heard is how great they are, and how they have helped everyone ride so much faster. With the opportunity to ride directly from their shop before the final round of Endurocross, Cole and I made a deal that I would try them out for a couple weeks.

I wasn’t really apprehensive about them, as much as my dad was. He was thinking that it was one more moving part, and when you are out in the middle of the desert, every additional part gives you a new chance to have something fail. None-the-Less we decided that I would attend the Dirtbike Magazine ride day at Glen Helen, and Cole would set me up with a pair to try out.

Right away they bolted up no problems. We have a custom top clamp to fit the Fastway Steering Stabilizer, and everything seemed to fit right into place. We chose to use the Red Bushings as they were the firmest of the options, and since I was new to the bars, with my riding style that seemed to make the most sense.

Once they were on the bike, they really looked good. They give a good padded cross bar to protect me from hitting the stabilizer, and they fit with a good bend to feel just like the Pro Tapers I have been running since the beginning. One of the first things I noticed about the bars , was the fact that they just took away any feeling of rough ground.

The suspension always does its job, TBT is the best setup out there, but it can’t take away the feeling of chop that we feel when we are on a trail that has been ridden before. Up in the hills above the track at Glen Helen, the bars really helped with the impact of all the square edges. It is like an extra step to help keep the wheel moving forward and your eyes focused on the next part of the trail.

When I got down into the moto sections, the bars really shined yet again. Although you are supposed to ride them like regular bars, you tend to think about them a bit more every time you make a corner, or hit a jump. One of the things that I liked about these bars on the track, was the sense of control you had when choosing a line out of a turn. They removed the harsh feeling of ruts, rocks, and anything else that could throw your front end where it shouldn’t be going, and the shape and design of the cross bars really help make the bike feel like it is moving in a straight line.

In the air, they were nothing different from the Pro Tapers or stock Renthal’s that come with the bike, but the landings were again really a killer aspect of the bars. The extra cush that is provided when the bars flex upon landing really helps to keep your mind on the trail and hand on the throttle. Not one time did I feel like there was going to be hit where I was at risk of losing control.

This last weekend I put them to use in a real race environment and again they left little room for improvement. The bars, and the setup, and the fit were just perfect for my KX450F, and I guess now I really understand why Cole and everyone has been bugging me to try these things out!

I haven’t made it out to the desert yet with the bars, but what I can tell from this little two day test is that THEY ROCK! Everyone who has seen or ridden one of my bikes knows that we pay special attention to the setup and way that we configure the controls. I think it is one of the biggest things I notice when I am on someone else’s bike. After all of the years my dad has out in the desert, I feel like we really know what we’re doing when it comes to bike setup. Cole’s Fasst Co. bars felt like they were meant to go with our setup. Not one time did they feel out of place, and the installation process was a piece of cake. These things have gone through a rigorous testing and development process, and it really shows when you put them on your bike and go.

We have a few more days of desert riding before I commit to using them full time, but what I can say after only logging about 6 hours with the things, is that they are amazing! I raced three events at the Johnny Campbell Christmas Classic, and although I was off and on the bike multiple times throughout the day, I didn’t end the weekend with a single blister. The control and feel of the bars are unmatched, and I really look forward to seeing what they can do to my riding out in the desert! Check out my website for a full update on the Fasst Co. Flexx Bars once we finish putting together the 2012 program.

See you in the Desert!

-Jacob

Jacob911.com

Kenda 760 Trackmaster Review

Chilly — Fri, 25 Nov 2011 18:06:13 +0000

Kenda 760 Trackmaster Review

Kenda 760 Trackmaster

The Search For Value

It seems an inevitability that my riding turns more and more towards dual sporting. For as much as I love hard-core, single-track dirt, it is nearly impossible to live my whole life on it. There just is not enough to go around and much of it no longer connects, requiring road riding to connect sections. But, in the true sense of adventure riding, that just becomes part of the fun, to see what lies beyond the next horizon and beyond the boundary of pure knobbies.

The question of tire choice is an unending one. The challenge to balance performance and economy is difficult. I ride thousands of miles of tarmac (Baja) each year on knobbies and for the most part they do pretty well in that environment. The biggest drawback is the accelerated wear. Nothing is more annoying that having your brand new tires start to cup or chunk just because you had to ride road sections to get to the next trailhead.

I have run Kenda tires for years, but I have never tried the 760 Trackmasters. This tire dates back to the era before the more contemporary Washougal and Millville models. I had dismissed the tire as too old school. Yet, I have started to see more and more riders talking about them on the forums, so I decided to take a closer look.

The Trackmaster is a 6 ply DOT approved tire that Kenda suggests as 80/20 dirt bias. That sounds aggressive, but if you have ever ridden on something that is considered 50/50, like most OEM dual sport tires, you know that the dirt performance can be pretty poor. Therefore, 80/20 is more like a real world knobby.

For testing, I mounted the tires up on my trusty 07 KTM 450xc. I have racked up about 900 miles on the rear tire and 700 on the front. My riding was primarily in Baja on fire roads, sand and pavement. Of the total mileage on the tires, about fifty percent of it was on pavement. For economy, I have been using my dual sport bike much more for errands and day rides from home to the desert.

That really highlights my goal with the Trackmaster, to see if I can save some money on my tire bill. I am not looking for a new race tire, so I am willing to accept a little loss of performance if it yields better longevity.

Testing Trackmasters in Baja

First impressions on the tires were very positive. For that matter, I cannot really find any fault with the rear. At 900 miles, it is pretty much used up, but I have not noticed any significant loss of performance as the knobs have worn down. So far, I have not encountered any situation where the Trackmaster rear suffered. Hard, soft, wet or dry, the tire seems at home everywhere.

The wear has been very consistent. On the last ride, I just started to see a few tears in the tread. One thing that I have noticed is that the tires, front and rear, seem to roll very smooth on the pavement. There is very little hopping or vibration, particularly from the front end.

The 80/100/21 front is a little more of a mixed bag of performance. Its strong point is sandy fire roads. In any dry condition that is hard packed or packed with a layer of sand on the top, the 760 sticks like glue. The way the knobs are arranged, in a horizontal row, works extremely well in dry slick conditions.

The front takes a little extra input to turn. The tire feels wide, but it measures 93mm, just about identical to the other bikes in the garage. I think it has a flatter profile and that accounts for the additional turning effort.

The flip side is that the front does not like any wet conditions. Even the slightest amount of moisture encourages the front to break loose in turns. The horizontal tread just does not have any bite once the wheel starts to turn.

Conclusions:

760 Trackmaster Rear: I give this a full recommendation. It scores for performance, durability and economy, both on and off road.

760Trackmaster Front: This gets a qualified recommendation for durability and economy. It shows very little wear at 700 miles and has many more miles of life. The street performance is better than most knobbies. But, if you ride in wet conditions, something like the DOT approved Kenda Washougal front will be a better choice.

If I were planning a trip to La Paz, I would put these tires right at the top of the list for choices, alongside the Dunlop 739.

Best pricing on online for these tires is about $55 rear, $48 front (110/100/18 rear – 80/100/21 front)

2012 KTM 350exc Review

Chilly — Sun, 13 Nov 2011 03:37:04 +0000

2012 KTM 350 EXC

New Expectations

We have spent a lot of time talking about 350 KTM’s here at Enduro360 over the last season. I have been fortunate enough to have the XC-F version at my disposal for much of the 2011 race season. Riding District 37 enduro series I have had some of my best and most consistent race results ever on that bike.

Even so, the bike that has generated the most Google searches is the 350 EXC. The nagging questions on everyone’s mind are: “Is it going to be so detuned that I will be disappointed” and “should I buy the XCW version or get the EXC”.

My time with the dual sport 350 was very limited so I set out to make the most of it. In the 48 hours it was in my possession I racked up 410 miles on it. Picking it up at KTM HQ in Temecula I rode straight out to Anza Borrego to start testing. With its highway legal status, I was able to explore many places I seldom go and I now have found a couple of cool routes that I have never ridden before. Such is the state of things that license plates open up completely new realms of riding opportunities.

So let’s skip ahead to get the heart of the matter. There will be plenty of time to dissect the details later.

New era for dual sports- If I can make no other point it is this: forget everything you know about street legal dirt bikes. The days of having to unsmog, power up and declutter are gone. Everything leading up to model year 2012 was nothing more than a band aid, a patch to make bikes compliant with fed and state regulations. That is all changed.

For 2012 all emissions equipment is required to be tamper proof. KTM took this as a mandate to make the bikes run properly right out of the box. I say they have been successful in this attempt. Regardless of the chat room buzz, this is one great running motorcycle just the way it is delivered.

Does it really run that well? The 350EXC runs amazingly good. It is far better than I could have imagined. Having spent the season racing the XCF version I can tell you that these two bikes are not that far apart from each other in practical terms, especially considering that the EXC runs much taller gearing and a quieter exhaust.

At no time did I feel like the 350 was lacking motor. Part of this is due to the fuel injection. The power delivery is so crisp that it makes the motor feel more versatile. This is particularly obvious down low, where EXC is happy to chug along in a tall gear without any hesitation or bucking.

The EXC actually has better torque characteristics that the XCF, making it a more enjoyable trail bike. It is not as explosive, instead delivering linear power output while still having enough revs on top to make it very fast.

Photo Gallery Link

How does it handle? This chassis feels very much the same as all contemporary KTM models. How they can be both super agile and stable at the same time is somewhat of a mystery to me, they just are. I love how they can be just as happy plunking along as they can be at full race pace.

This version of the KTM chassis will dirt track down fire roads like no other orange bike has since the debut of PDS frames. Smooth controlled slides are effortless on the 350 and this extends to the overall handling. The bike always feels controlled and easy to handle. So thumbs up all around on the chassis.

I am a little baffled by the direction KTM has chosen in suspension settings for all the 2012 off road models. The spring rates are very soft and definitely not race ready. KTM claims this is intentional to differentiate the race models from the trail bikes. With a 6.9 spring on the PDS shock and 42 n/m fork springs, the little EXC requires careful handling in fast conditions.

Having said that, I really did not let the suspension slow me down too much. Other than one section of whooped out sand road, I made good time on the bike. With the soft springs, the bike sits so low in the stroke that it creates a harsh ride. I know the basic components are good, but I suspect the majority of buyers will ditch both front and rear springs. As for the valving, I didn’t get much feel one way or another because of how far off the spring rates were for my 200lb frame.

How is the street equipment? KTM has made some real progress in the quality of the lighting parts. The turn signals have flexible stocks and look like they will last. The switches are easy to use. The indicator lights are very bright, particularly the flash and high beam indicator.

The new LED taillight is very bright, thank you. The headlight is still a problem of form over function. The low beam is decent, it does not shine very far but the beam pattern is good. The high beam is almost useless. It shines directly on the fender and then casts a giant shadow out directly in front of the bike. I had to ride home in the dark one evening and found I could only use the low beam, as the high was just so uneven.

There is a low fuel light on the dash and it comes on at exactly 100 miles. Over the course of my riding, the fuel mileage on the KTM was a consistent 50 mpg, regardless of conditions. At 110 miles, it took 2.1gallons to fill the 2.25-gallon tank. Any bike with a comfortable stock range of 100 miles is fantastic.

Emissions Equipment- I have found that there is a considerable amount of confusion regarding just what is what on the EXC models, so let me explain as best as I can.

The ECU’s on the EXC and XCW models are different from each other and both are locked. That means that the three programs inside cannot be accessed. The part number for both models is the same, but the programming for each is different (same hardware, different software).

It is expected that the X1 dealer tool will be able to unlock the box and access the three programs. This will be a dealer only function and will probably require the dealer to submit the vehicle VIN to KTM before the process can take place. This is the “CYA” process for the manufacturer. As of right now, none of this is in place yet.

There is a charcoal canister and fresh air pump, each located under the tank. Removing these might cause a poor running condition as they are designed to work together. For example, the gas tank breather hose is on a vacuum to recover fumes. These fumes are fed into the air intake and on to the cylinder. Removing the hoses that route this will cause a lean running condition.

The exhaust is the same unit as on the XCW models. It has the small noise baffle in the back of it. The baffle will probably fall out on its own if not removed. With the exception of the ECU, none of the emissions equipment effects power output. So there is no reason to assume that it needs to be removed.

Misc Components- nice light clutch pull, Metzler Six Days tires work decent, all the usual top shelf KTM stuff, new black wheels and spokes made by Giant.

The Ride Experience- So I hit the road to do about 50 miles of tarmac out to the desert. The stock gearing is a tallish 14/45. I am sure this is to help meet sound requirements. We made a change to 13/48 for the initial test. This worked fine with the stock chain length. As soon as I hit the road, it was obvious that this was a little low for street riding.

Now the first thing I am sure most will say it that no one really expects the little EXC to be much of a street bike. The thing is, it is an absolute blast on a winding road. The chassis, motor and brakes make a potent package for hustling down any twisty two lane.

Most of San Diego County is dotted with just such roads. The steep grade on hwy 78 east of Julian is so tight that it is tedious on a large bike. The 350 feels like a bicycle on such roads and sails through the corners with little to no effort. Turn in is super light and the brakes only need the lightest touch to scrub off speed.

The light spring rates make for a supple road ride and at no point does the bike feel skittish, it is solid and planted. There is not much vibration. So with the proper gearing it is a fun partner for the road. I switched to 14/48, which worked very well, giving a smooth 60mph cruising speed and max somewhere north of 90 miles per hour.

Once on the dirt the real fun begins. The challenge of the mid displacement class is to try to get the performance of a 450 with handling like a 250. For the most part the 350 does that.

The small motor does need to spin a little higher and it seems happiest that way. Shifting is a little more frequent to accomplish this, but the tranny is smooth and with little engine braking it is easy to row back and forth between the gears without upsetting the chassis.

The only place that the motor gets you in trouble is in situations where a quick throttle blip is needed to lift the front wheel. Because the motor is happy chugging along in a tall gear, a downshift is needed to loft the front end over obstacles. As long as you can remember that, things are fine, otherwise a twist of the throttle brings a sluggish reaction.

As for the 250 like handling, the 350 is close on that account also. It always feels light. Clearly the EXC model has gained some weight over the other models, but I am hard pressed to see much handling difference.

Overall, this just feels about the same as all the new generation KTM models. The 450XCW I am currently testing certainly has more bark, but they are not miles apart from each other.

XCW or EXC- I briefly rode the 2012 350XCW at the press introduction in Wyoming a couple of months ago. From that quick ride, I think that the two models are very close to each other. The ECU and lighting are the biggest differences. The suspension settings are the same. If having a license plate is high on your wish list, you don’t have to make much of a sacrifice to get it.

The Austrians have raised the bar across the board with these new models. I am running out of creative ways to talk about them. I am not sure what new words I am going to come up with to describe the 450XCW, maybe I will just talk about my race results on it.

If I have left anything out, just shoot me a comment. Thanks, Chilly

PS: sorry, I can’t really give comparisons to the Husky 310TCX and Beta 350RR or RS yet. I only have brief rides on each. I hope that we will get those rides soon. I also expect that we will be getting some big duallies before long, the 2012 Husqvarna TE511 and 2012 KTM 500 exc.

KTM 350exc Specifications Link

2012 Husqvarna TC449 First Review

Chilly — Fri, 11 Nov 2011 21:40:51 +0000

2012 Husqvarna TC449 First Ride

pics by Karel Kramer, Scott Cox, Chilly White

Best Foot Forward

As I prepared to head out to “The Ranch” for a first ride on all the new 2012 Huskys, I wasn’t quite sure what to expect. As a brand, Husqvarna often leaves me more confused than anything else. Let’s face it, this company has been through a lot in the last few years. For that matter, it has seemed in continuous turmoil for the last 20 some years.

Yet for all that, there is reason to have hope. In a time when a tight economy is putting the squeeze on everyone, BMW is showing a sincere commitment to the Italian marque. Nowhere is that more evident than in the TC motocross lineup. Like everyone, they want to compete at the highest level of motocross both here at home and on the world GP scene. For 2012, the TC 250 and 449 models get some significant improvements.

During the course of the first day of riding all the new models, I spun laps on seven different bikes. I rode until I was completely exhausted in the near 100 degree temps. Therefore, you can imagine that my head is swimming with impressions from all the bikes.

2012 TC449: Cream of the Crop

If we could turn the calendar back a year, if this bike would have been the world’s first impression of the new model. If only Husky would have spent another year of development before unleashing the 449/511 line up. Well then, things might be very different today. The German-Taiwanese come Italian bike might have been well on its way to developing a strong dirt worthy credibility.

When Husky talks about what is new for this year, they aren’t just blowing smoke. They have really worked to address performance and handling across the entire line up. For the TC449 the list of new and improved includes:

Revised dual ignition mapping with bar mounted switch
Valve timing to give overall power boost
Air box design and velocity stack flow
DLC coating on rod for lower friction and extended life
Kayaba suspension package
Progressive shock spring
Additional frame reinforcement
WP Radiators
Slimmer body work

I work hard to be more analytical than emotional when testing bikes. In some ways this is easy because most bikes are a mix of things that fit and those that can use improvement for each rider.

It is rare to find one bike that instantly hits every one of my buttons. But that was the case when I climbed onto the TC449. Within half a lap, all objectivity had gone out the window and I was lost in the joy of the ride.

The motor has a great visceral feel. It has loads of torque and a muscle bike feel. It is not very particular about what gear it is in, it will pull strong out of the corner regardless. The fuel injection mapping provides good response. It is like a direct connection between the throttle and rear wheel. Power delivery is smooth. It will only spin the rear wheel when asked to do so, then it will drift the rear smoothly through the turn.

Transmission and clutch action both feel smooth and precise. This motor does not need very much assistance from the clutch lever. There were no other particular blemishes to mention. The electric start brings the bike to life easy. At no point did I stall the bike either by flame out or abrupt braking.

Helping to keep the bike in touch with the ground is very nice suspension package. A fork that suffered from a strong spike and deflection hampered last year’s bike and the shock just never seemed up to the task.

The 48mm Kayaba closed-chamber fork feels like it was dialed in just for me. Spring rates and valving are perfect for fast-paced offroad work. It shows the best of what a closed-chamber fork should be. It is supple in initial action, keeping the wheel planted in turns. Then on the bigger hits it has a good progressive feel and resists bottoming.

The switch to the new progressive rate shock spring seems to have cured some of the problems from last year’s bike. When you think about how much was new on the bike with the CTS system, top mount linkage and a new and radical engine & frame combination, it isn’t surprising that the shock set up would be a challenge. The 2011 shock would bind up mid stroke and then the bike would go into a flex-rebound that left the rider unsure what was going to happen next.

Riding new Huskys at The Ranch

In my short time on the 2012 bike, I absolutely could not do anything to disrupt the stability of the rear end. I suspect that the progressive spring is a big part of this. One of the typical problems with a progressive spring is that the natural torque force of the chain causes the bike to squat and the resulting load blows through the initial soft part of the spring rate. With the CTS system, the Husky does not have this natural force, so perhaps this is the ideal application of the progressive spring.

So how does this bike handle? When I think back to the tech talk and reviews of last year, this was a bike that promised all kinds of things, but never quite delivered. Again with the new motor, frame, CTS system, and top link shock there were so many variables to deal with.

After riding this bike, I honestly cannot tell you how any single one of these features works individually. Why, because I find it nearly impossible to sense any one item while riding. This bike consistently feels like a complete package, not a collection of pieces. Everything is working together and quite well at that.

The TC449 does have a longish, stable feel. But it moves around very easy and consistently feels light on its wheels. The Carlsbad replica track has a number of long flat corners and the TC leans over and carves very well. It is fairly accurate when trying to hit a specific line or berm. This is not a point and shoot feeling chassis, it is happiest carrying a steady arc.

As for the details, all the good stuff: Brembo/Braking brake package, Brembo clutch, Magura bars, Domino throttle and grips, Excel Wheels, Michelin tires, Akrapovic silencer and rock hard seat.

If you haven’t noticed yet, I am working towards another important point. I can see plenty of potential in the TC. It is a bike that I want to get some race time on, it has a natural cross country and desert feel. But, it probably is not going to make anyone’s list of top motocrossers for the year, it is just not “that” bike. Although frankly, for someone of my skill level I find it much easier to ride than most 450 mx bikes. As for the rest of Husky line up, this is much closer to being a serious XC racer than the stock TXC511.

So there you have it. This is my favorite bike in the ’12 Husqvarna line up. It makes me want to go ride. I wish it were sitting in my garage so I could go ride right now and no one is more surprised about that fact than me.

2012 Husqvarna TC449 Specifications